Alcoa Inc. has been awarded some new-generation material contracts for the next-generation Airbus 380 super-jumbo jetliner, and has begun work with Boeing on new materials options for its next-generation aircraft.

Alcoa actually has been focusing new-product development for the past several years on advanced aluminum alloys designed to provide airplane builders with lightweight structural metallics capable of competing with composite materials, according to Pat Hassey, executive vice president.

Of course, such competitors as Pechiney of France are involved in new-alloy developments as well. But Alcoa already has received purchasing commitments from Airbus for its new aluminum-based alloys designed to beat rival composite materials on weight—a key factor for airline manufacturers—at half the cost.

John Harrington, marketing manager for aerospace metals, says the Airbus aviation consortium is buying three new advanced alloys from the world's largest aluminum producer for use in construction of the new A380 super jumbo airliner later this year. These advanced alloys combine aluminum in customized castings with a variety of strategic metals, such as cobalt, hafnium, molybdenum and titanium, to give added strength and versatility while also protecting against fatigue and corrosion.

The A380, which was on the drawing board for around 10 years, is expected to be in commercial service in 2006 after test flights in 2004. With 555 seats, it will be the largest civilian aircraft ever and challenge the airways over a distance of more than 16,000 kilometers, or 15 hours of nonstop flying. Boeing has opted for a contrasting approach to Airbus, shelving plans to build the new large 747X to counter the A380 and unveiling a proposal for the Sonic Cruiser, a mid-sized jet that would fly some 15% faster than current airliners.

Hassey contends at a recent press briefing that "Alcoa's advanced metallics almost eliminate the weight difference while maintaining our cost advantage." He adds that "when we combine Alcoa's advanced alloys with low-cost manufacturing opportunities, we compete seriously with composites on weight at half their cost."

Transportation, which includes aerospace, rail, trucks, trailers and automotive end users, is Alcoa's largest single market, accounting for nearly 23% of the company's $22.9 billion revenues last year. By integrating Alcoa's advanced metallics and designs with low-cost manufacturing, the company has been able to offer a weight savings premium, not a penalty, as less metal will be used in order to gain enhanced performance, Hassey says. "There is a wellspring of potential remaining for advanced aerospace metallics."

Following the terror attacks in New York and Washington, airlines cut back sharply on aircraft purchases and accelerated the retirement of existing jets to adapt to weak passenger demand. However, the aviation industry now looks set for a modest recovery in growth over the next few years after a 5% decline in world passenger traffic in 2001. "We now see 5% annual growth in demand for metallics once the aviation industry catches up with delayed demand," adds James Stanley, an Alcoa vice-president and president of Howmet Castings, the world's largest manufacturer of precision castings for jet aircraft and industrial gas turbine engines.